Convertible link for an anti-sway bar

ABSTRACT

A convertible link for use with an anti-sway bar is provided. The convertible link includes a hydraulic cylinder having a link tube and a fluid shaft. The fluid shaft includes a piston coupled to a first end of the fluid shaft, wherein the fluid shaft and the piston are slidably coupled within the link tube. Fluid flows in and out of the hydraulic cylinder to move the hydraulic cylinder between a fixed and a moveable condition. In the fixed position the fluid shaft does not move with respect to the link tube and the anti-sway bar is operational to control roll. In the moveable condition the fluid shaft is moveable with respect to the link tube and the anti-sway bar is not operational to control roll.

BACKGROUND OF THE INVENTION Technical Field

This invention relates generally to a link for an anti-sway bar and moreparticularly to a convertible link for an anti-sway bar.

State of the Art

An anti-sway bar is usually a torsion spring that resists body rollmotions. As seen in FIG. 1, an anti-sway bar 50 is typically constructedout of a cylindrical steel bar in a U-shape, coupled to the left andright side suspensions 54. If the left and right wheels move together,the bar 50 rotates about its mounting points. If the wheels moverelative to each other, the bar 50 is subjected to torsional forces.Each end of the bar 50 is connected to a link 52 through a flexiblejoint. The sway bar link 52 may connect to a lower control arm 56 ofsuspension 54, transferring forces from a heavily-loaded axle to theopposite side.

Anti-sway bars provide two main functions. The first function is thereduction of body lean and to tune the handling balance of a vehicle.There are certain vehicles that seek to have the benefits of ananti-sway bar during some times and then the benefit of independentsuspension at other times. However, these conventional anti-sway bars tonot include a mechanism for easily converting between the function of ananti-sway bar and the function of independent suspension.

Accordingly, there is a need for an improvement in the field ofanti-sway bars.

SUMMARY OF THE INVENTION

The present invention relates to a convertible link for an anti-swaybar, wherein the convertible link converts between a fixed link and amoveable link, thereby converting the suspension between an engagedanti-sway bar suspension to an independent suspension.

In an embodiment, the present invention includes a convertible link foruse with an anti-sway bar, the convertible link comprising: a hydrauliccylinder comprising a link tube; and a fluid shaft having a pistoncoupled to a first end of the fluid shaft, wherein the fluid shaft andthe piston are slidably coupled within the link tube, wherein fluidflows in and out of the hydraulic cylinder to move the hydrauliccylinder between a fixed and a moveable condition, wherein in the fixedposition, the fluid shaft is fixed with respect to the link tube and theanti-sway bar is operational to control roll and in the moveablecondition, the fluid shaft is moveable with respect to the link tube andthe anti-sway bar is not operational to control roll.

In another embodiment, the present invention includes a vehiclecomprises a frame and suspension; an anti-sway bar coupled to the frame;and a convertible link coupled between the anti-way bar and thesuspension, wherein the convertible link comprises a hydraulic cylindercomprising: a link tube; and a fluid shaft having a piston coupled to afirst end of the fluid shaft, wherein the fluid shaft and the piston areslidably coupled within the link tube, wherein fluid flows in and out ofthe hydraulic cylinder to move the hydraulic cylinder between a fixedand a moveable condition, wherein in the fixed position, the fluid shaftis fixed with respect to the link tube and the anti-sway bar isoperational to control roll and in the moveable condition, the fluidshaft is moveable with respect to the link tube and the anti-sway bar isnot operational to control roll.

The foregoing and other features and advantages of the present inventionwill be apparent from the following more detailed description of theparticular embodiments of the invention, as illustrated in theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the present invention may be derived byreferring to the detailed description and claims when considered inconnection with the Figures, wherein like reference numbers refer tosimilar items throughout the Figures, and:

FIG. 1 is a front view of an anti-sway bar with a fixed link;

FIG. 2 is a perspective view of a convertible link for use with ananti-sway bar;

FIG. 3 is a side view of a convertible link for use with an anti-swaybar;

FIG. 4 is an exploded view of a convertible link for use with ananti-sway bar;

FIG. 5 is a section view taken along line 5-5 of FIG. 3 of a convertiblelink for use with an anti-sway bar;

FIG. 6 is a perspective view of a valve for use with a convertible linkfor use with an anti-sway bar;

FIG. 7 is a perspective view of another convertible link for use with ananti-sway bar;

FIG. 8 is a side view of the convertible link of FIG. 7 for use with ananti-sway bar;

FIG. 9 is a section view taken along line 9-9 of FIG. 8 of a convertiblelink for use with an anti-sway bar; and

FIG. 10 is a flow chart showing a method of sensing a steering angle ofsteered wheels of the vehicle.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

As discussed above, embodiments of the present invention relate to aconvertible link for an anti-sway bar, wherein the convertible linkconverts between a fixed link and a moveable link, thereby convertingthe suspension between an engaged anti-sway bar suspension to anindependent suspension.

In certain vehicles, such as off-road vehicles, there is the need anddesire to have both an independent suspension and a semi-independentsuspension depending on the terrain that the off-road vehicle istravelling. For example, if the off-road vehicle is traveling over veryuneven terrain, such as boulder and the like, an independent suspensionis desired in order to maintain traction even on uneven surfaces. Then,when the off-road vehicle is travelling along a more defined surface,such as a road or dirt road, it is desirable to reduce the roll andcreate a more semi-independent suspension wherein the movement of onewheel suspension affects the other wheel to provide more stability whenturning and travelling on the more even surfaces.

Current methods require the removal of the linkage of the anti-sway barin order to accomplish this. However, embodiments of the presentinvention as shown in FIGS. 2-5, overcome this limitation of currentanti-sway links. FIGS. 2-5 depict a convertible link 10 for use with ananti-sway bar. Convertible link 10 replaces link 52 shown in FIG. 1,wherein convertible link 10 may be coupled between anti-sway bar 50 andcontrol arm 56 of suspension 54.

Convertible link 10 may by a hydraulic cylinder and include a link tube12, a fluid shaft 14, a link cap 16, a fluid shaft cap 18, an end cap 20and a piston 22. Link tube 12 may include a first end 11 and a secondend 13. Link cap 16 is coupled to first end 11 of link tube 12. Link cap16 comprises an aperture 25 used to couple link cap 16 to anti-sway bar50. Fluid shaft 14 may include a first end 15 and a second send 17.Piston 22 is coupled to first end 15 of fluid shaft 14 and fluid shaftcap 18 is coupled to second end 17 of fluid shaft 14. Fluid shaft cap 18comprises an aperture 19 used to couple fluid shaft cap 18 to controlarm 56. End cap 20 includes an aperture extending through end cap 20,wherein fluid shaft 14 extends through the aperture and end cap 20 islocated between piston 22 and fluid shaft cap 18. The inner diameter ofend cap 20 may be substantially the same as the outer diameter of fluidshaft 14. This allows for a fluid seal between fluid shaft 14 and theinner surface of end cap 20.

Link tube 12 may include an aperture 32 extending through the length oflink tube 12, wherein piston 22 is inserted within the aperture 32 andis slidably coupled within link tube 12. The inner diameter of link tube12 may be substantially the same as the outer diameter of piston 22.This allows for a fluid seal between piston 22 and the inner surface oflink tube 12. Additionally, end cap 20 has a protrusion 21 extendingfrom a base 23, wherein protrusion 21 is coupled to second end 13 oflink tube 12. The inner diameter of link tube 12 is of a size tointerfere with the outer diameter of protrusion 21 of end cap 20. In atleast this way, end cap 20 is coupled to first end 13 of link tube 12 byan interference fit, thereby providing a fluid seal between end cap 20and link tube 12 and further axially aligning link tube 12 and fluidshaft 14. It will be understood that while an interference fit isdiscussed in this disclosure, other ways of coupling end cap 20 tosecond end 13 of link tube 12 may be accomplished.

Coupling fluid shaft 14 to fluid shaft cap 18 places fluid shaft 14 influid communication with fluid shaft cap 18. When fluid shaft 14 iscoupled to fluid shaft cap 18, a fluid inlet of fluid shaft cap 18aligns with a fluid line 32. Fluid line 32 may comprise an inner volumewithin fluid shaft 14 or may be any similar type of means to transferfluid. Fluid shaft 14 may include fluid outlet 34 that is in fluidcommunication with fluid line 32. This allows fluid to flow from fluidinlet 30 through fluid line 32 and out fluid outlet 34. When fluid shaft14 is coupled to link tube 12, fluid flowing from fluid inlet 30 throughfluid outlet 34 may enter inner volume 35 defined between the innersurface of link tube 12 and outer surface of fluid shaft 14 and betweenpiston 22 and end cap 20. The fluid may flow under and increase pressurebetween piston 22 and end cap 20. The increase in pressure forces piston22 to slide within link tube 12 in a direction indicated by arrow 38,wherein movement of piston 22 reduces inner volume 36 defined withinlink tube 12 between link cap 16 and piston 22. When fluid is not underpressure forcing the flow of fluid into inner volume 35, piston 22 isfree to move in any direction indicated by arrow 38. This movement isgenerally determined by the off-road vehicle suspension movement. Forexample, as a wheel goes over uneven surfaces, the wheel will move upand down causing the suspension to react in similar up and downrotational movements. These up and down rotational movements result inmovement of piston 22 in each direction depicted by arrow 38. Thisresults in movement of fluid shaft in and out of link tube 12.

Accordingly, when fluid is flowed under pressure from fluid inlet 30through fluid line 32 and out fluid outlet 34, the fluid is maintainedunder pressure to convert suspension 54 into a semi-independentsuspension wherein anti-sway bar 50 is engaged to reduce roll of thevehicle while driving. When pressure is release from the fluid, thesuspension 54 is converted into an independent suspension.

Referring further to the figures, FIG. 6 depicts a hydraulic valve 40for use with convertible link 10, in accordance with embodiments of theinvention. Valve 40 may comprise a reservoir tube 42 with an innervolume, a valve body 48 coupled to reservoir tube 42, a valve actuator44 operatively coupled to valve body 48 and a valve outlet 46. Valveoutlet 46 may be connected to fluid inlet 30 of convertible link 10 byone fluid hose 31 or the like (see FIGS. 5 and 6), to create a fluidconnection between valve 40 and convertible link 10. Valve actuator 44may be manually activated in order to direct fluid from reservoir tubethrough valve outlet 46, through the fluid connection and into fluidinlet of convertible link 10. This fluid is directed under pressure andis used to operate convertible link 10. Valve 40 may be located within acockpit of off-road vehicle with easy access by a driver in order tooperate convertible link 10 while driving to provide on demandconversion between semi-independent suspension and independentsuspension.

In some embodiments, as shown in FIG. 10, valve 40 may be coupled to asensor 200 for sensing a steering angle of steered wheels of thevehicle. Sensor 200 may be coupled to any of a variety of suitablelocations on the vehicle, for sensing the steering angle. For example,sensor 200 may be coupled to a tie rod or wheel hub of a steered wheelof the vehicle. In another example, sensor 200 may be coupled to thesteering column of the vehicle. In any case, sensor 200 may be anysensor configured for sensing the steering angle of the vehicle. Sensor200 may comprise components for sensing the steering angle and amicroprocessor 202, wherein the microprocessor is programmed to receivesignals, from the steering angle sensing components, containinginformation about the steering angle. Microprocessor 202 may be furtherprogrammed to send a signal to valve 40 to activate or deactivate thevalve actuator 44 of valve 40, depending on the steering angle of thevehicle. In some embodiments, valve actuator 44 may be a solenoidactuator. For example, when the vehicle is steered to the right or left,such that the steering angle exceeds a predetermined value,microprocessor 202 may send a signal to activate valve 40 to providesemi-independent suspension. Then, when the vehicle steering angle isreturned, such that the steering angle is at or below the predeterminedvalue, microprocessor 202 may send a signal to deactivate valve 40 toprovide independent suspension. In this manner, a convertible link 10may provide automatic conversion between semi-independent suspension andindependent suspension while the vehicle is in use.

Although microprocessor 202, as described is integral to the steeringangle sensor 200, this is not intended to be limiting. In someembodiments, microprocessor 202 may be coupled to the vehicle, or to anysuitable component thereof, at any location, so long as microprocessor202 is communicatively coupled to sensor 200 and to lock valve 40.

In some embodiments, the valve may be electronically controlled, and aswitch may be coupled to valve 40 for engaging and disengaging the valveto open and close the valve. Alternatively, a switch 41, schematicallyshown, may be employed to control flow of fluid to the reservoir bycontrolling power to any of a variety of suitable means, such as anelectronically controlled magnetic fluid or electrical on/off flowrestrictor in the fluid line to the reservoir, for example. The switch41 may be coupled to the vehicle at a location that is convenient to thedriver of the vehicle, such as in the cockpit, for example. In thismanner, the driver may control convertible link 10 to provide conversionbetween semi-independent suspension and independent suspension while thevehicle is in use.

Other hydraulic systems conventionally use two fluid hoses to connectthe valve to the hydraulic cylinder 10, wherein pressure from fluidflowing through one moves the piston one direction and the then pressurefrom fluid flowing through the other hose moves the piston in anopposite direction. In some embodiments of the present invention, onlyone hose is utilized with a single inlet 30 of the convertible link 10that is connected to the valve 40. This allows for fluid to be directedto the convertible link 10 with pressure to be utilized to move thepiston 22 one direction and held under pressure to maintain the piston22 in that position. Once the pressure is released the piston 22 canmove freely in both directions. In these embodiments, the convertiblelink 10 may include an automatic collapse feature, wherein due topressure in the reservoir system, wherein, for example, if theconvertible link 10 is in an extended position and there is chassisclearance problem, or if the fluid pressure within the convertible link10 reaches or exceeds a predetermined pressure, the convertible link 10may collapse automatically. In some embodiments, the automatic collapsefeature may be controlled by a microprocessor coupled to the convertiblelink 10 as described more fully below.

Referring again to the drawings, FIGS. 7-9 depict another embodiment ofa convertible link 100. Convertible link 100 may by a mechanicalcylinder and include a link tube 112, a shaft 114, a link cap 116, ashaft cap 118, an end cap 120 and a piston 122. Link tube 112 mayinclude a first end 111 and a second end 113. Link cap 116 is coupled tofirst end 111 of link tube 112. Link cap 116 comprises an aperture 125used to couple link cap 116 to anti-sway bar 50. Shaft 114 may include afirst end 115 and a second send 117. Piston 122 is coupled to first end115 of shaft 114 and shaft cap 118 is coupled to second end 117 of shaft114. Shaft cap 118 comprises an aperture 119 used to couple shaft cap118 to control arm 56. End cap 120 includes an aperture extendingthrough end cap 120, wherein shaft 114 extends through the aperture andend cap 120 is located between piston 122 and shaft cap 118. The innerdiameter of end cap 120 may be substantially the same as the outerdiameter of shaft 114. This allows for a fluid seal between shaft 114and the inner surface of end cap 120.

Link tube 112 may include an aperture extending through the length oflink tube 112, wherein piston 122 is inserted within the aperture and isslidably coupled within link tube 112. The inner diameter of link tube112 may be substantially the same as the outer diameter of piston 122.This allows for a fluid seal between piston 122 and the inner surface oflink tube 112. Additionally, end cap 210 has a protrusion 121 extendingfrom a base 123, wherein protrusion 121 is coupled to second end 113 oflink tube 112. The inner diameter of link tube 112 is of a size tointerfere with the outer diameter of protrusion 121 of end cap 120. Inat least this way, end cap 120 is coupled to first end 113 of link tube112 by an interference fit, thereby providing a fluid seal between endcap 120 and link tube 112 and further axially aligning link tube 112 andshaft 114. It will be understood that while an interference fit isdiscussed in this disclosure, other ways of coupling end cap 120 tosecond end 113 of link tube 112 may be accomplished.

Link cap 116 includes a lock mechanism 130 coupled to an outer surfaceof link cap 116. Lock mechanism 130 may include a protrusion 132extending therefrom, wherein protrusion 132 is configured to extend intoaperture 131 located in a first end 111 of link tube 112. As protrusion132 extends into aperture 131, it engages piston 122 in order to lockpiston 122 in a fixed position with respect to link tube 122. Thisinhibits movement of shaft 114 in and out of link tube 112. Lockmechanism 130 may include an actuation arm 134 and a pivot rod 136operatively coupling lock mechanism 130 to link cap 116. Actuator arm134 may include an aperture 139 that may be used to couple to a cable orthe like wherein pulling the cable applies force on actuator arm 134resulting in rotating lock mechanism 130 about pivot rod 136 to removeprotrusion 132 from within aperture 131 of link 112 to disengage piston122. In this condition, piston 122 may slide within link tube 112 in adirection indicated by arrow 138. This movement is generally determinedby the off-road vehicle suspension movement. For example, as a wheelgoes over uneven surfaces, the wheel will move up and down causing thesuspension to react in similar up and down rotational movements. Theseup and down rotational movements result in movement of piston 122 ineach direction depicted by arrow 138. This results in movement of shaft114 in and out of link tube 112.

Tension in the cable may be released and lock mechanism 130 may rotateagain about pivot rod 136 and protrusion 132 may extend into aperture131 of link tube 112. In this condition, as gravity moves the off-roadvehicle into a default suspension position, lock mechanism 130automatically engages piston 122 and locks piston 122 in a fixedposition.

Accordingly, when lock mechanism 130 engages piston 122, convertiblelink 100 converts suspension 54 into a semi-independent suspensionwherein anti-sway bar 50 is engaged to reduce roll of the vehicle whiledriving. When lock mechanism 130 is disengaged from piston 122, thesuspension 54 is converted into an independent suspension.

In some embodiments, the lock mechanism 130 may be coupled to theconvertible link 100, wherein the lock mechanism 130 prevents motion ofthe shaft 114 relative to the link tube 112 while in a lockedconfiguration, and wherein the shaft 114 is free to move relative to thelink tube 112 while the lock mechanism 130 is in an unlockedconfiguration. In some embodiments, the lock mechanism 130 may comprisea rotatable actuator arm 134 hingedly coupled to the shaft cap 118, theactuator arm 134 comprising a protrusion 132 that extends into anaperture in the link tube 112 while in the locked configuration and theprotrusion 132 is removed from the aperture in the link tube 112 whilein the unlocked configuration. Some embodiments may further comprise aspring (not shown) coupled between the actuator arm 134 and the shaftcap 118, wherein the actuator arm 134 is biased in the lockedconfiguration by force of the spring on the actuator arm 134; and acable (not shown) coupled to the actuator arm 134, wherein the force ofthe spring is overcome by the actuator arm 134 rotating from the lockedconfiguration to the unlocked configuration in response to a userpulling the cable.

In some embodiments, lock mechanism 130 may be coupled to a sensor 200for sensing a steering angle of steered wheels of the vehicle. Sensor200 may be coupled to any of a variety of suitable locations on thevehicle, for sensing the steering angle. For example, sensor 200 may becoupled to a tie rod or wheel hub of a steered wheel of the vehicle. Inanother example, sensor 200 may be coupled to the steering column of thevehicle. In any case, sensor 200 may be any sensor configured forsensing the steering angle of the vehicle. Sensor 200 may comprisecomponents for sensing the steering angle and a microprocessor 202,wherein the microprocessor is programmed to receive signals, from thesteering angle sensing components, containing information about thesteering angle. Microprocessor 202 may be further programmed to send asignal to lock mechanism 130 to rotate lock mechanism 30 between alocked position and an unlocked position, depending on the steeringangle of the vehicle. Some embodiments may comprise an actuator, such asa solenoid actuator, for example, operatively coupled to lock mechanism130 to control rotation of lock mechanism 130 between the lockedposition and the unlocked position in response to receiving a signalfrom microprocessor 202. For example, when the vehicle is steered to theright or left, such that the steering angle exceeds a predeterminedvalue, microprocessor 202 may send a signal to rotate lock mechanism toa locked position to provide semi-independent suspension. Then, when thevehicle steering angle is returned, such that the steering angle is ator below the predetermined value, microprocessor 202 may send a signalto rotate lock mechanism to an unlocked position to provide independentsuspension. In this manner, a convertible link 100 may provide automaticconversion between semi-independent suspension and independentsuspension while the vehicle is in use.

Although microprocessor 202, as described is integral to the steeringangle sensor 200, this is not intended to be limiting. In someembodiments, microprocessor 202 may be coupled to the vehicle, or to anysuitable component thereof, at any location, so long as microprocessor202 is communicatively coupled to sensor 200 and to lock mechanism 130.

According to some embodiments, the present invention may include avehicle comprising a frame and suspension, an anti-sway bar 50 coupledto the frame; and a convertible link 10 coupled between the anti-way bar50 and the suspension. The convertible link 10 may be a hydrauliccylinder. The convertible link 10 may include a link tube; and a fluidshaft having a piston coupled a first end of the fluid shaft, whereinthe fluid shaft and the piston are slidably coupled within the linktube, wherein fluid flows in and out of the hydraulic cylinder between afixed and a moveable condition, wherein in the fixed position, theanti-sway bar is operational to control roll and in the moveablecondition, the anti-sway bar is not operational to control roll.

The vehicle may further comprise a valve 40 coupled to the vehicle andin fluid communication with the hydraulic cylinder, wherein the valve 40controls flow of fluid into and out of the hydraulic cylinder of theconvertible link 100. The hydraulic cylinder is moveable into the fixedcondition in response to fluid flowed into the hydraulic cylinder andmaintained under pressure by the valve. Moving the hydraulic cylinderinto the fixed condition converts the suspension of the vehicle into asemi-independent suspension wherein the anti-sway bar is engaged toreduce roll of the vehicle. The hydraulic cylinder is moveable into themoveable condition in response to releasing pressure of the fluid in thehydraulic cylinder allowing fluid to freely flow in and out of thehydraulic cylinder. Moving the hydraulic cylinder into the moveablecondition converts the suspension of the vehicle into an independentsuspension.

In some embodiments, the vehicle may further comprise a sensor 200 forsensing a steering angle of steered wheels of the vehicle. Sensor 200may be communicatively coupled to the valve 40. Sensor 200 may becoupled to any of a variety of suitable locations on the vehicle, forsensing the steering angle. For example, sensor 200 may be coupled to atie rod or wheel hub of a steered wheel of the vehicle. In anotherexample, sensor 200 may be coupled to the steering column of thevehicle. In any case, sensor 200 may be any sensor configured forsensing the steering angle of the vehicle. Sensor 200 may comprisecomponents for sensing the steering angle and a microprocessor 202,wherein the microprocessor is programmed to receive signals, from thesteering angle sensing components, containing information about thesteering angle. Microprocessor 202 may be further programmed to send asignal to valve 40 to activate or deactivate the valve actuator 44 ofvalve 40, depending on the steering angle of the vehicle. In someembodiments, valve actuator 44 may be a solenoid actuator. For example,when the vehicle is steered to the right or left, such that the steeringangle exceeds a predetermined value, microprocessor 202 may send asignal to activate valve 40 to provide semi-independent suspension.Then, when the vehicle steering angle is returned, such that thesteering angle is at or below the predetermined value, microprocessor202 may send a signal to deactivate valve 40 to provide independentsuspension. In this manner, a convertible link 100 may provide automaticconversion between semi-independent suspension and independentsuspension while the vehicle is in use.

Although microprocessor 202, as described is integral to the steeringangle sensor 200, this is not intended to be limiting. In someembodiments, microprocessor 202 may be coupled to the vehicle, or to anysuitable component thereof, at any location, so long as microprocessor202 is communicatively coupled to sensor 200 and to valve 40.

Accordingly, the components defining any convertible link may be formedof any of many different types of materials or combinations thereof thatcan readily be formed into shaped objects provided that the componentsselected are consistent with the intended operation of a convertiblelink. For example, the components may be formed of: rubbers (syntheticand/or natural) and/or other like materials; glasses (such asfiberglass) carbon-fiber, aramid-fiber, any combination thereof, and/orother like materials; polymers such as thermoplastics (such as ABS,Fluoropolymers, Polyacetal, Polyamide; Polycarbonate, Polyethylene,Polysulfone, and/or the like), thermosets (such as Epoxy, PhenolicResin, Polyimide, Polyurethane, Silicone, and/or the like), anycombination thereof, and/or other like materials; composites and/orother like materials; metals, such as zinc, magnesium, titanium, copper,iron, steel, carbon steel, alloy steel, tool steel, stainless steel,aluminum, any combination thereof, and/or other like materials; alloys,such as aluminum alloy, titanium alloy, magnesium alloy, copper alloy,any combination thereof, and/or other like materials; any other suitablematerial; and/or any combination thereof.

Furthermore, the components defining any convertible link may bepurchased pre-manufactured or manufactured separately and then assembledtogether. However, any or all of the components may be manufacturedsimultaneously and integrally joined with one another. Manufacture ofthese components separately or simultaneously may involve extrusion,pultrusion, vacuum forming, injection molding, blow molding, resintransfer molding, casting, forging, cold rolling, milling, drilling,reaming, turning, grinding, stamping, cutting, bending, welding,soldering, hardening, riveting, punching, plating, and/or the like. Ifany of the components are manufactured separately, they may then becoupled with one another in any manner, such as with adhesive, a weld, afastener (e.g. a bolt, a nut, a screw, a nail, a rivet, a pin, and/orthe like), wiring, any combination thereof, and/or the like for example,depending on, among other considerations, the particular materialforming the components. Other possible steps might include sandblasting, polishing, powder coating, zinc plating, anodizing, hardanodizing, and/or painting the components for example.

The embodiments and examples set forth herein were presented in order tobest explain the present invention and its practical application and tothereby enable those of ordinary skill in the art to make and use theinvention. However, those of ordinary skill in the art will recognizethat the foregoing description and examples have been presented for thepurposes of illustration and example only. The description as set forthis not intended to be exhaustive or to limit the invention to theprecise form disclosed. Many modifications and variations are possiblein light of the teachings above without departing from the spirit andscope of the forthcoming claims.

What is claimed is:
 1. A convertible link system, comprising: ahydraulic cylinder, comprising: a link tube; a link cap coupled to afirst end of the link tube, wherein the link cap is coupled to a swaybar of a vehicle; an end cap coupled to a second end of the link tube; afluid shaft slidingly coupled within and coaxial with the link tube,wherein the fluid shaft is partially inserted through an apertureextending through the end cap, wherein the diameter of the aperture issubstantially equal to the diameter of the fluid shaft, wherein a fluidseal is formed between the fluid shaft and the end cap, the fluid shaftcomprising a fluid line therethrough extending from a first end of thefluid shaft to a second end of the fluid shaft; a piston coupled to thefirst end of the fluid shaft and capping the fluid line at the first endof the fluid shaft, wherein the piston is disposed within the link tubebetween the link cap and the end cap, wherein the diameter of the pistonis substantially equal to the inner diameter of the link tube, wherein afluid seal is formed between the piston and the link tube, wherein thefluid shaft further comprises at least one fluid outlet proximate thefirst end thereof forming fluid communication between the fluid line anda first inner volume defined between an inner surface of the link tubeand an outer surface of the fluid shaft between the piston and the endcap; and a fluid shaft cap coupled to the second end of the fluid shaft,wherein the end cap is disposed between the piston and the fluid shaftcap, wherein the fluid shaft cap is coupled to a control arm of thevehicle, the fluid shaft cap comprising a fluid inlet therethrough influid communication with the fluid line, wherein the first inner volumeexpands in response to pressurized fluid being inserted through thefluid inlet, through the at least one fluid outlet, and into the firstinner volume, thereby causing the piston to move toward the end capand/or to be held under pressure in a position relative to the end cap,and wherein the fluid shaft is free to move coaxially in both directionsrelative to the link tube in response to motion of the sway bar relativeto the control arm when the fluid is depressurized and when thehydraulic cylinder is coupled to the sway bar and the control arm of thevehicle.
 2. The convertible link system of claim 1, further comprising:a hydraulic valve, comprising: a reservoir tube having a second innervolume; a valve body coupled to the reservoir tube; a valve actuatoroperatively coupled to the valve body; and a valve outlet coupled to thereservoir tube, the valve outlet being in fluid communication betweenthe second inner volume and the fluid inlet, wherein fluid flow betweenthe second inner volume and the first inner volume is controlled inresponse to activation and deactivation of the valve actuator by a user.3. The convertible link system of claim 2, further comprising a fluidhose coupled between the valve outlet and the fluid inlet.
 4. Theconvertible link system of claim 3, wherein the hydraulic valve isconfigured to be coupled within a driver compartment of the vehicle andaccessible to and operable by a driver while driving the vehicle.
 5. Theconvertible link system of claim 2, further comprising: a steering anglesensor configured to be coupled to the vehicle and to sense a steeringangle of the vehicle; and a microprocessor coupled between the steeringangle sensor and the hydraulic valve, wherein the microprocessor isprogrammed to send a signal to the hydraulic valve to activate ordeactivate the valve actuator based on the steering angle.
 6. Theconvertible link system of claim 1, further comprising: a hydraulicvalve, comprising: a fluid reservoir having a second inner volume; avalve body coupled to the fluid reservoir; an electronic valve actuatoroperatively coupled to the valve body; a switch coupled to the valveactuator; and a valve outlet coupled to the fluid reservoir, the valveoutlet being in fluid communication between the second inner volume andthe fluid inlet, wherein fluid flow between the second inner volume andthe first inner volume is controlled in response to activation anddeactivation of the switch by a user.
 7. The convertible link system ofclaim 6, wherein the switch is configured to be coupled within a drivercompartment of the vehicle and accessible to and operable by a driverwhile driving the vehicle.
 8. The convertible link system of claim 7,further comprising: a steering angle sensor configured to be coupled tothe vehicle and to sense a steering angle of the vehicle; and amicroprocessor coupled between the steering angle sensor and the switch,wherein the microprocessor is programmed to send a signal to activate ordeactivate the switch based on the steering angle.
 9. A convertible linksystem, comprising: a mechanical cylinder, comprising: a link tube; alink cap coupled to a first end of the link tube, wherein the link capis configured to be coupled to a sway bar of a vehicle; an end capcoupled to a second end of the link tube; a shaft slidingly coupledwithin and coaxial with the link tube, wherein the shaft is partiallyinserted through an aperture extending through the end cap, wherein thediameter of the aperture is substantially equal to the diameter of theshaft, wherein a fluid seal is formed between the shaft and the end cap;a piston coupled to the first end of the shaft, wherein the piston isdisposed within the link tube between the link cap and the end cap,wherein the diameter of the piston is substantially equal to the innerdiameter of the link tube, wherein a fluid seal is formed between thepiston and the link tube; a shaft cap coupled to the second end of theshaft, wherein the end cap is disposed between the piston and the shaftcap, wherein the shaft cap is configured to be coupled to a control armof the vehicle, and wherein the shaft is free to move coaxially in bothdirections relative to the link tube in response to motion of the swaybar relative to the control arm when the convertible link is coupled tothe sway bar and the control arm of the vehicle; and a lock mechanismcoupled to the mechanical cylinder, wherein the lock mechanism preventsmotion of the shaft relative to the link tube while in a lockedconfiguration, and wherein the shaft is free to move relative to thelink tube while the lock mechanism is in an unlocked configuration,wherein the lock mechanism comprises a rotatable actuator arm hingedlycoupled to the link cap, the actuator arm comprising a protrusion thatextends through an aperture in the link tube and engages the pistonwhile in the locked configuration and the protrusion is removed from theaperture in the link tube while in the unlocked configuration.
 10. Theconvertible link system of claim 9, further comprising: a steering anglesensor configured to be coupled to the vehicle and to sense a steeringangle of the vehicle; and a microprocessor coupled between the steeringangle sensor and the actuator, wherein the microprocessor is programmedto send a signal to activate the actuator arm to move into the lockedconfiguration or deactivate the actuator arm to move into the unlockedconfiguration based on the steering angle.